Aircraft motor and mounting



may 5, wm C. L, BROWN T www1 AIRCRAFT MOTOR AND MOUNTING Filed Aug. 9, 1929 3 Sheets-Sheet l JE-'Q7 fg Ehalei' L. FUWH J f` @af ATTORN EYS4 May 5, 1931. c. L. BROWN AIRCRAFT MOTOR AND MOUNTING Filed Aug. 9, 1929 5 Sheets-Sheet 2 Char@ L. ES

di j ATTORNEYS.

C. L. BROWN May 59 WSL AIRCRAFT MOTOR AND MOUNTING Filed Aug. 9, 1929 5 sheets-sheet 5 INVENTOR. Ehen-'112B L.. Ernwn ATTORNEYS.

Patented May 5, 1931 oiTAiiLEir L. BROWN, or nUsHviLLE, MissoURI aincaarr Moron am) MOUNTING Application mea August 9, ieee. serial No. 3s4,77s.`

This inrention relates to improvements in power plant equipment for aircraft.

The primary object of this invention is thel provision of an internal combustion engine o eration has a tendency -to turn the aircraft a ut its longitudinal axis during Hight.

This is' readily compensated, in conventionalV practice, by shaping -the control surfaces. However, it is an important object of this in- '20 vention to control such torque, and at the same time provide a high speed engine, by rotatably mounting the motor upon the frame of the aircraft, so that the back pressure caused by explosions in the motor for. 25 operating the main propeller, will, incident f matic, showing the relative pitch inclination to the back pressure, rotate the motor counter -to main propeller rotation; an auxiliary propeller having a greater andany opposite pitch to the main propeller, being secured fo rotation with the motor. f

A further object of this invention is the for neutralizing the propelling effect inci' dent to rotation f the motor, so that the main propeller may have an increased etiiciency.

Other objects ,and advantages of this in vention will beapparent during the course of the following detailed description.

' In tle accompanying drawings, wherein 5 similar reference characters designate corresponding parts throughout the several views, 1

Figure 1 is a fragmentary plan vview of the improved motor unit, showing its relation to an aircraft frame and the associated details thereof. v

Figure 2 is a front elevation 'of the power plant, showing the relationof the details of the motor, and more particularly the mounting thereof and the relation of main and auxiliary Propellers. l

Figure?) isa fragmentary view, partly in section, showing cooperating `details for the motor support.

Figure 4 is a sectional view showing more 65 particularly the framemounting of the motor upon the hub ofthe auxiliary propeller.

Figure' is a sectional view taken through brake' mechai'iisinv of the invention substantially on the line 5-'5 of Figure 1.l 70

Figurel is a front` elevation ofan airplane, showing the preferred location of the power plant to best carry out Vthe objects of this invention.

Figure 7 are end views, partially diagram- 75- of the main and auxiliary propellers. v

A In the drawings, wherein for the purpose of illustration is, shown only a preferred embodiment of the invention, the l.letter A may generally 'designate the improved device, which includes a frame B stationary with or a part of the aircraft fuselage, having a shaft C rotatably bearing-therein., The shaft C is connected with an vauxiliary propeller construction D, for rotary movement therewith, having detachably connected therewith a frame F which supports a motor G in such relation that the motor G ma'.v rotate with the propeller D and the shaft The engine or motor G has ia main propeller H connected tothe crank` shaft K thereof.

The motor G is ofthe Wright-Morehouse air cooled type, the construction of which `needfriot be specifically exi-lar ed upon, but 95 whichk includesthecrank sha K having a propeller `H operativel 'connected directly thereto at the front o the motor, and of course, at the frontof the. aircraft in advance of the motor.

The hollow shaft or tube C is suiciently strong to support the portion of the unit attached therewith, and at its forward end it is provided with an anti-friction bearing 10 mounted in a'stationary casing 11 by means of the rearwardly extending divergent beams or struts V12 and 13, which are suitably con-l larranged to suit the main frame of the air-- craft on which the unit is installed.

The tube 'or hollow shaft C at its forward end is flanged at 25 for connection with the intake manifold extensions 7 0, so that the gas mixture may be fed to the cylinders. The carburetor 26'| is connected at the rear end of the tube V-or shaft C by means 26 which may be stationary with the aircraft frame, and suitably connected by apacking gland 27 with the hollow shaft C; said shaft C havin a detachable nut 28 to retain the gland 'against end movement of the tube C, as shown in Fi re 3. The vpassageway of the tube C, deslgnated'at 30, in a dition to receiving fuel, may receive an oil tube, or the tacliome ter drive, as well as other control and operating elements leading to the parts of the'motor. They may be freely spaced from the walls of the tube, or mounted in any approved relation therethrough.

A mounting plate 30 is provided, detachably connected with the auxiliary propeller construction D by transverse connecting bolts 37. The propeller construction D may include a hub portion 35, which may be integral or otherwise rigid withlthe plate 40, and which may be'keyed to 'the shaft C in any approved manner, if desired. .The ropeller blades 36, through which the bolts 3 extend, are'radial to the hub 35 and .diametrical in line. The said late 40 is of metal, capable of withstanding s ocks placed thereon, and on the forwardface at each side of the axis of the tubular shaft C extending therethrough, the same is provided with upper and lower attaching lu 43 and 44, and an intermediate attaching ug 45 at each side of the axis of `said tube C.. These lugs are all apertured.

Substantially U-shaped brackets 47 are provided, as constituting part of the means F, preferably two of the same being provided for the mounting of the s cie engineshown. These brackets 47 inclu e the horizontal arm portions 49 detachably connected at 50 at their free ends to the apertured lugs 44 of the plate 40. The arms 49 at their free ends are connected by right angled bight portions 50 with arms 51 which detachably connect at 52 with the other lugs 43. These U-shaped brackets 47 extend about the bases of the cylinders 54 of the motor G, and clamp the motor in position. Diagonal braces 57 are-connected Vdetachable front section 65, shown in Figure 3, connects at the fore end 25 thereof with the motor intake 70, at opposite sides, as can readily be understood.

The )ropeller H connected with the crank shaft is provided with blades and 76, the pitch of which may be varied in accordance with the type of engine and aircraft to which it is to be attached. The auxiliary propeller D of course rotates with the motor, and the pitch of the blades 36 thereof is opposed to the pitch of the blades 75 and 76 of the main propeller. Moreover, the itch inclination of the blades 36 is apprecia l ater than the itch 4inclination of the b a es 75 or 7 6, in t e preferred construction, so that the speed vrotation of the auxilia'ypropeller D need not be as at as the speed of the main propeller H to alance the motor to ue.

The operation of the engine D will o course drive'the pro ller H. lThe back ressure in the housing, ue to operation, wil cause the engine housing to rotate counter to main propeller rotation, and 'of course'the auxillary propeller D being connected thru the plate 40 with the motor housing, will be caused to rotate opposite the rotation of the main propeller H. vThis mode of operation will compensate the motor torque in driving the main propeller, and the aircraft will be enabled to ride upon an even keel, .without the usual turning action about its longitudinal axis. The power ,plant may be electrlc,vsteam, inter- Assuming that the crank shaft ofthe motor is being revolved at 2000 revolutions per minute, as a result of fuel operaton in the motor upon the crank shaft. Under such circumstances the auxiliary propeller' D will be rotated opposite to the direction of rotanal combustion engine or any other powerA t with a propeller rotation of 3000 revolutions per minute. The speed ratio between the two propellers is determined by making the pitch and length of the auxiliary propeller blade 5 such that the resistance offered is sufficient to make the speed of said propeller approximately one-half of that of the main propeller. However, the pitch and length of both propellers may vary according to conditions. Under some conditions it may be practical to revolve the motor and auxiliary propeller at the same speed of rotation or at a greater speedl than the rotation of the main propeller. The operation of the apparatus should be flexible, so that the counter revolution of the motor may be instantly cut out, and the aircraft drivensolely by normal main propellerrevolution not au mented by counter lnotor revolution. To this end, a brake drumor wheel 90 is keyed upon the tubular shaft C adjacent to the bearing 16,v for rotation with the shaft C. A brake band 91 cooperates thereabout, being supported atfoneside at 92 upon a bracket 93 connected with the fuselage frame beam 12, and at its opposite ends operated by an expanding and contracting lug 94 of usual construction, which may be operated by a member 95 extending rearwardly to 4the cock pit.

From the foregoing description it is readily apparent that y rotatablymounting the motor housing on the aircraft, back pressure duc to motor operation 'will eliminate the tor ue effect of the motor tending to rotate t e aircraft about its axis, and due to the auxiliary propeller connection with the motor housing, the said auxiliary propeller will operate in driving the aircraft forward without loss of power. For this reason' 40 a very high speed motor is rendered feasible for use, due to the elimination of tor ue. The

use of the mechanism for p'reventlng rotation of the motor housing during operation enables the variation in driving efficiency of the 'main'v propeller. Especially during starting, the braking mechanism is an im ortant feature, so that `motion imparted to t e propeller for cranking the engine `will not turn the motor housing.

If desired the rear propeller maybe made much larger than 4the front ropeller.

As shown in Figure 1 of t 1e drawings the gland nut 27 is Vheld stationary by braces 100 connected with the stationary casing of. the

outer race of the bearing 16.

Suitable bolts may connect in the frame openings to mount the' cylinder of the motor in place, if desired.

Various changes in the shape, size, and

60 arrangement of par-ts may be made tothe form of' invention herein shown and described, without departing. from the spirit of the invention/or the scopeof the claims.

I claim:

1. In a motor mounting for aircraft the 4. In aircraft combination of a stationary frame attachable to the aircraft, a motor including a housing, a crank shaft, and main propeller thereon, a motor mounting rotatably carried -by said frame and having the motor housing rigidly connected therewith, an auxiliary propeller connected with the motor mounting for rota tion therewith, said main and auxiliary propellers being driven in opposite directions, 'the main propeller being driven incident to normal crankshaft o eration and the auxil-V iary propeller bein'g riven incident to drive of the motor mounting thru back pressure from the motor operation, said propellers having the blades thereof Voppositel inclined so' that they will produce a pro 'el ing effect upon the aircraft-in the same directiomthe inclination of the auxiliary propeller being greater than the pitch inclination of the oppositely inclined ma-in propeller, and the auxiliary propeller being of appreciably greater effective length than the main propeller. j

2. In aircraft propelling means the combination of a non-rotatable frame, a motor, means supporting the motor for bodil rotation upon said frame, a crank shaft or the motor, a main propeller connected with the crank shaft, an auxiliary propeller connected with the motor supporting means and rotatable with the' motor independent of crank shaft rotation, the itch inclinations of said propellersbeing re atively op osed with the effective length and pitch inc ination of thel auxiliary propeller being greater than those of the main propeller .and in ratios so that the back pressure due to motor operation will lcounter rotate the auxiliary propeller and motor. housing connected therewith at one halllf the speed of, revolution ofthe main prope er.

3. In aircraft propelling means a nonrotatable aircraft attaching frame, a shaft rotatable in said frame, an auxiliary propeller keyed to the shaft and rotatable therewith, a motor including a casing connected to said shaftv for rotation therewith, a crank shaft for the motor, l a main propeller connected with the crankshaft and rotatable indebeing opposed, a brake drum' keyed to the first mentioned shaft for rotation therewith,

brake band expanding and contracting means associatedv with said frame for said drum whereby to prevent-or permit rotation of said first mentioned shaft, saidjfirst mentioned shaft being' hollow and having means connected therewith forattachment of a carburetor thereto for sending the fuel therethrough, and means connecting said hollow shaft 'with the intake'manifoId of the engine.

ropelling means a nonrotatable frame, a ollow shaft, spaced bearings supporting the hollow shaft upon said frame, means 'at one end of the shaft for connecting a stationa carburetor therewith for sending fuel into t e hollow shaft, an auxiliary propeller keyed with said shaft for rotation therewith, means for preventing or'per mitting rotation o said shaft, a motor including a casing, means rigidly connecting the casing of the motor with said shaft, a crank shaft for the motor, and a main propeller connected with the crank shaft and 10 independently rotatable with respect to the auxiliary ropeller, the blades of the two propellers being opposed.

CHARLEY L. BROWN. 

